Suzuki DL1000 V-Strom

Suzuki's DL1000 V-Strom is now a decade old but continues to prove a versatile mount that really is the classic jack-of-all-trades, master-of-none, all-roads touring machine

Suzuki DL1000 V-Strom

21 March 2012Trevor Hedge

Suzuki's DL1000 V-Strom is now a decade old but continues to prove a versatile mount that really is the classic jack-of-all-trades, master-of-none, all-roads touring machine.

Introduced at $15,490 back in 2002, the 2012 DL1000 is now better value than ever and retails at $12,590. It hasn't changed all that much over the years apart from some minor styling tweaks and improved engine management systems.

As with almost any machine that goes unchanged for so long its popularity has surged and waned as time has gone by, with demand dropping off so much that Suzuki Australia decided not to import the DL1000 for a couple of years, but it's back now and still makes a strong case on the bang-for-buck scale, that is hard to ignore.

The 996cc v-twin engine was first introduced in 1997 in TL1000S naked sportsbike guise with 125hp before being detuned (smaller valves, milder cams) to 98hp in the DL1000 for a smoother, more relaxed approach to touring.

Suzuki DL1000

The engine does show its age a little, but remains quite an impressive powerplant with broad surge of useful torque between 4000 and 7000rpm, that rarely has you yearning for more as you squirt from corner to corner.

Combine that useful engine with an upright riding position that offers a commanding view of the road ahead, wide bars that allow for plenty of leverage in the tight stuff and a well sorted chassis, all of which proves the DL1000 to be a very sporting mount indeed.

Off-road, the machine is hampered by a lack of ground clearance compared to more focused adventure-touring machines and despite its larger than normal streetbike 19" front tyre, the DL1000 does kick the front around a little on rough trails.

It will still get just about anywhere if the rider is up to the task; rougher tracks certainly require a more cautious approach than most of the competition.

Conventional forks offer 160mm of travel and are adjustable for preload only. Rear spring preload is easily adjusted via convenient hand wheel, rebound damping is also adjustable at the rear.

The suspension package (while nothing special) actually works very well indeed with the DL1000 particularly handy on tight and winding mountain roads. Funnily enough, this is exactly where most of us like to ride!

Tokico provide the twin-piston calipers that ably clamp a pair of 310mm disc rotors up front and are well assisted by a 260mm rear disc. In an ideal world less effort would be required at the lever for on-road sporting use but that progressive travel can be a bonus off-road.

On the highway or on the soft trails the DL1000 is a veritable couch in the ergonomics department. A roomy cockpit with a modest reach to the bars and a well-shaped seat for both rider and pillion, makes the DL1000 one of the most comfortable motorcycles on the market, across all categories.

A low 840mm seat height on the DL1000 helps boost shorter rider confidence on the trail and makes day-to-day living with the machine that much friendlier, all round.

Carrying a generous 22-litres of fuel, the DL1000 is good for a 350km highway touring range with a very tall over-drive sixth gear, requiring 110km/h showing on the conventional speedometer before the engine settles into a happy 3500rpm beat.

While modifying the TL1000 gearbox for DL1000 dual-purpose duty, Suzuki made sixth gear taller for the highway and first gear shorter, to allow for low speed manoeuvring on the dirt.

An expansive rear rack offers plenty of purchase for securing luggage to the DL1000 and thanks to the machine's longevity the list of aftermarket accessories to prepare the machine for almost any level of use are as long as your arm, and as deep as your wallet...

On the road you quickly forget the modest specifications and price of the DL1000: the machine constantly surprises in all manner of situations that belie its affordable price point and lack of visual appeal. It's all about the ride...